The front office
Owning aircraft has been a large part of my life. I have previously owned either fully or in partnership: Beechcraft Travel Air, Beechcraft E55, Beechcraft Staggerwing, Beechcraft King Air 200, and Commander 690A. Also, two Mig 21s, but that’s another story.
Ownership gives the freedom to travel when and where you like with no strings attached; of course, it also comes with the costs and sometimes headaches. After being planeless for almost two years, I was ready to jump into ownership again.
The first decision is, of course, how much can I afford? Not always as simple as it may appear. Should I finance? Should I buy outright? Are there tax incentives to offset costs? Well, these and many more will go into that first question.
The second decision is what do I need, versus what do I want. At this stage, it is best to take a step back and really consider how the aircraft will be used. How many people will normally travel, and how many is the most you will take? How far do you need to go on a normal basis? What sort of airports will you be using, and how long a runway will you need? What about hourly and annual costs? Will you fly yourself, or will you hire a crew? If so, full-time or contract? Where will you base the aircraft, and what sort of maintenance support will there be for different aircraft types?
Yes, lots of questions to answer. For myself, it was fairly simple. I will fly the aircraft myself, or my wife will. So, no crew needed. Type of aircraft: twin-engined for peace of mind on long overwater routes, high mountainous areas, remote areas, or through difficult weather. Turboprop for reliability, cost, and availability of fuel, especially overseas. Range: Well, the longer the better, but initial cost constraints mandated about a 1,000 nm range with reserves. So, a twin turbine with good speed, pressurization, preferably short field, and off-pavement ability. It came down to a Commander 690 or a Mitsubishi MU-2. I had already owned a Commander 690, which was easy and pleasant to fly. It had excellent performance and met all my requirements. However, the cost of maintenance and worry about the costs of possible upcoming ADs, along with windshield issues, made me look elsewhere. I had flown MU-2s all over the world, delivering them to and from Europe and also across the Pacific. I was impressed by the build quality and strength, but not that enraptured with the flying qualities. Otherwise, it met all my needs and desires. An old friend (Mike Laver at Air 1st) had one for sale, so we flew down to Aiken, South Carolina, to look it over and go for a test flight. It was a highly upgraded 1973 K model with -10 engines and MT 5-bladed props. A dual Garmin G600 and G750 setup, along with great paint and interior, and many other significant upgrades, enhanced the plane significantly. After the test flight, I was hooked, and the deal was done in just a few days.
Then a small issue arose. Before finding the aircraft, we had arranged a five-week trip to Mongolia; the delivery would have to wait. But Mike kindly agreed to keep the airplane safely stored in one of his hangars.
So, after what turned into a three-month wait, we again landed in Aiken to pick up our new baby. Ah, but wait, the MU-2 has an FAA-mandated initial training program that both I, even with many hours of MU-2 experience, and my wife, with none, had to accomplish. With numerous type ratings obtained and countless recurrent checks under my belt, I was familiar with the drill. My wife, however, had the usual experience of feeling like drowning in a pool of cascading information during ground school. Slowly, that faded, and she ended up enjoying the experience but was very glad when it was over.
By the way, if you ever go to Aiken, SC, be sure to stay at the Wilcox hotel, a fabulous hotel, full of old-world charm and new-world amenities.
Now we had our airplane, and we were checked out in it. Let’s go flying!!
First stop: Banyan Air Service at Ft Lauderdale Executive Airport (KFXE). A perfect stop when heading to the Caribbean. A CAA-affiliated FBO, so fuel prices are the best around, and many of the other fees are waived or reduced. It also has the world’s biggest pilot shop. Lots of useful things for heading offshore to the islands. There is also a nice restaurant next door (Jet Runway Café), perfect for breakfast before heading south and east.
We were off to the Caymans. File US EAPIS online, with US Customs and Border Protection. Easy and quick on their website. An email comes back very quickly, providing the authority to leave. On this routing, you will need Cuba overflight clearance (I use Skyplan of Canada – $190, including the Cuban nav fees). They require your route, schedule, and times in and out of the Cuban FIR (info at the end of the article).
EAPIS for the Caymans is done through CARICOM (info at the end of the article).
We filed IFR at FL 250, first with Miami center, then over to Havana (good English, control hardly different from Miami), then lastly over to Grand Cayman approach. We arrived mid-afternoon, and it was not busy. No radar, but cleared direct to the IAF. We were asked to slow down for traffic ahead, a Boeing 737. Yes, I love the MU-2’s speed. I used Air Agencies as the ground handler at Grand Cayman airport (MWCR). They are very nice, efficient, and not overly expensive.
Blue waters of the Caribbean, green of the islands, blue skies with puffy clouds dotting the sky; they all make for an exhilarating and glorious flight out into the wild.
Grand Cayman is a nice first stop as it is still modern and efficient, unlike some of the outer islands that are much more laid back and casual.
Our next destination was the island of Dominica. This is one of the few islands in the Caribbean that we have never visited. The route takes us over Jamaica (no overflight permit required), jagged green mountains line up along the horizon, then the city of Kingston, with its large airport sitting out in the bay. We avoid Haiti, as they do require prior permission, and it’s only a few extra miles to avoid.
We had to first stop in Aguadilla, Puerto Rico, for fuel. This, of course, required another US EAPIS clearance and also a telephone call to the local customs office for formal entry approval. We also needed an outbound EAPIS for the continuing flight to Dominica. Then, another CARICOM EAPIS into Dominica. Even though this was only a technical fuel stop, we had to go through the entire US customs entry procedure. US customs can be the worst if you are unlucky with a particular officer, as we were. Unload everything, even though we are in transit? Yes! Is this a sandwich? Yes, but we will eat on the next leg. NO!! It is confiscated, and you will have to pay a disposal fee ($192.60). Yes, as I said, US customs can be the world’s worst. But more often than not, they are courteous, efficient, and friendly. Just not this time. We used Western Aviation services in Aguadilla; they have cheap fuel and few fees, along with being very nice people.
A little over an hour on the ground and off to Douglas Charles International Airport, Dominica (Not to be confused with the Dom-inican Republic).
Another wonderfully relaxing flight – blue skies, blue seas, green islands close at hand, and just a few puffy white clouds to break up the sky. Flying in the Caribbean is seldom stressful – islands dot the horizon almost everywhere you look. The weather is benign, and the controllers are easy to understand and helpful.
You start with Grand Cayman, then across to Kingston Control (Jamaica), then over to Piarco, then Martinique approach, and finally Douglas Charles tower.
All of the ATC chatter is very similar to US ATC. Just use proper verbiage, and you will be fine. All altimeter settings except in Puerto Rico will be in Hectopascals (although many facilities will also give inches of mercury). Just print a conversion chart from the internet. On many updated avionics systems, it is easy to switch from inches to Hectopascals on the altimeter setting. ATC will use the abbreviated code QNH instead of altimeter. But QNH is equivalent of US altimeter setting only in HPs.
The runway at Dominica is for most purposes one way – land coming from the sea, toward the mountains, take off toward the sea. So, normally a bit of a tailwind on landing. The runway is about 6,000 feet long, but with a ten-plus knot tailwind and a wet runway, things could get interesting in the larger aircraft.
You don’t need a handler here. It is a small and friendly airport. You will probably have to reposition after clearing customs and fueling. We moved the aircraft once, but then needed to get it closer to the edge of the ramp; several airport fellows happily pushed us into the desired spot. It was easy and they were very friendly.
Even though no passenger flights were arriving at the time, we had no trouble getting a cab for the hour ride to the Cabrits resort. One of the few on the island. The drive is spectacular, hundreds of curves, on narrow roads that twist their way through luxuriant jungle. Over hills and along the coast, the roads are potholed and narrow, with most bridges being single-lane. This is one of the least visited islands, so it still holds the local laid-back charm, easy-going and friendly.
Cabrits resort is on a beautiful bay, with luxuriant landscaping, beautiful swimming pools, and open-air dining rooms. The hotel rooms are gorgeous. There is no golden sand beach, but otherwise, it’s a wonderful, relaxing and luxurious retreat.
We lazed for two days. An island made for diving, hiking to beautiful remote lakes, waterfalls, and up the mountains for spectacular views across the island and out to Martinique.
This time it’s back to Puerto Rico to visit my wife’s family. So, another US EAPIS with the mandatory call to the local customs office for landing approval.
Another bumpy but scenic hour back to the airport. Up to the tower to file the flight plan and pay the fees (about $100 all told, landing and parking for three days).
An easy 1.4-hour flight landing at San Juan International (TJSJ). Handling was handled by Airport Aviation Services, a fine FBO with customs and immigration on site. I used World Fuel to obtain a slightly better fuel price. Overall, it’s a great FBO with very reasonable pricing.
The alternative airport in San Juan is Isla Grande (TJIG). This is a smaller, less busy airport with a wonderful location alongside San Juan and its great bay. However, as the only FBO on the field, they charge very high fees for everything. Although it is a bit less convenient to use the main airport, the savings are worth it. But if it’s your first time, it is probably worth the higher fees, just to experience the beautiful arrival and departure sights.
Puerto Rico and especially Old San Juan are really worth a visit. Lots to see and do. Lots of lodging choices and, of course, no passport required.
We left San Juan international and did a quick VFR flight to Aguadilla airport (TJBQ) on the very western edge of the island. Two reasons: very strong headwinds to Florida, so less distance, and also much cheaper fuel ($2 per gallon cheaper), so an easy decision. It was a seamless flight back to Florida without the need for EAPIS, customs, or immigration. We landed at Miami Executive Airport (KTMB) and used Reliance Aviation as the FBO, another CAA affiliate, so we got great fuel pricing and many fees waived. The flight took us over the ever-changing blue waters, from the cobalt of the deep to almost white in the shallows. The islands with white sandy beaches and waving palms dotted the blue. This is the most relaxing of overwater flying.
The next leg was across the Gulf of Mexico by the Q routes to New Orleans. This is a pretty direct and easy route to NOLA. Getting back into all US airspace reinforces how easy and seamless flying here is, a true pleasure. Lakefront Airport’s main runway sticks its neck way out into Lake Pontchartrain. So, a very scenic arrival puts you close to downtown, the French Quarter, and all the fun and excitement the city is famous for. Here we used Flightline First FBO, yet another CAA operator. Friendly and efficient.
A few days, beignets and Hurricanes later, we are winging our way west, stopping at Odessa airport (KODO) in west Texas. The city runs the FBO, and like almost all my stops, CAA. It’s a very nice, quiet, friendly airport, great for a quick fuel stop.
Then on to Camarillo, CA (KCMA) to visit old friends. Camarillo is a great airport if you are visiting the L.A. area, about halfway between L.A. and Santa Barbara. This airport has probably the best airport restaurant in the US – the “Waypoint Café” right on the airport with inside and outside seating, directly alongside transient parking, and great views of arriving aircraft. The breakfast and lunch are something to write home about.
We use Channel Island Aviation situated near the Waypoint. It’s not CAA, but they match fuel pricing. There are several other FBO’s, but the location and pricing of Channel Islands can’t be beat.
Another few days and it’s off north to the airplane’s new home – Prineville, Oregon (S39).
What a great way to start life with a new aircraft, consolidating the training and giving good operational experience.
Information for this type of flight:
EAPIS filing is required in and out of the USA. Inbound, you are also required to contact the local customs office directly by phone. Your inbound clearance is not approved until you get the OK from the local CBP office.
You will need to set up an account at: www.eapis.cbp.dhs.gov. Once this is done, it is easy to submit requests online. You usually receive a reply within a few hours. You will also need to get custom decals for your aircraft. Do this done at www.dtops.cbp.dhs.gov.
Most Caribbean islands are part of CARICOM. You can go to their website to check which countries are members, then you file EAPIS with them. You will need to set up an account at www.caricomeapis.org. Once done, you can do all EAPIS filing online
A good resource for flight requirements is AK-U-KWIK’s managers’ edition – available online. Otherwise, if you are using a handling agent, they can take care of everything for you, at a price. Also, a lot of information is available online. You can just Google the country’s Civil Aviation Authority website or the actual airport website.
Most Caribbean islands only need a flight plan on file (at least two hours prior). A few require landing approvals, check in the AK-U-KWIK book or with a handler. It is always best to give your destination airport a heads up of your arrival and how long you intend to stay. This is usually best done through your chosen ground handling agent. If it’s your first time venturing out of the USA, a ground handling agent is good insurance and will make your trip much easier and less stressful. On return visits, you can often, especially at the smaller airports, do everything yourself.
The weather for the entire trip, with the exception of the arrival in Oregon, was VFR. Occasionally, on top of stratus layers, but more generally clear with a few puffy CU’s sticking their heads up into the high teens. We filed IFR for all legs except San Juan to Aguadilla, both in Puerto Rico, and only about 80 miles apart. Flying between FL240 and 250. Landing at our new home base was under a rainy, cloudy sky with a cold wind blowing. Ah, well, it’s now a quick trip to warmer climes when the urge hits.
International flight planning:
Here is an example of a flight from KFXE to MWCR (Ft. Lauderdale to Grand Cayman). The airspace overseas is broken into FIR’s (Flight Information Regions), basically like centers in the US. You will need to add the FIR designator and ETE (Estimated time enroute) to the flight plan in Item 18. Also, in this section, put in your Cuba overflight clearance number. Otherwise, pretty standard plan, similar to what you would file in the US.
The FIR boundaries and names are shown on the attached IFR chart by the alternating check marks.
Fuel: Overseas, I usually use World Fuel. You need to set up an account. Then request a fuel release for each location. After fueling, you just sign and go – World Fuel will bill you later, often you can have them include ancillary fees such as handling, landing, etc.
The ground handler will be able to file the flight plan for you and also obtain weather and NOTAMS. Make sure you get these – very embarrassing to arrive and find the runway is closed. Otherwise, you can file yourself in the operations office or often up in the control tower.
We had a great time learning the intricacies of the airplane, the avionics, and the autopilot. Cruising along at 290+ knots at about 70gph in pressurized comfort is such a great way to explore the globe.
The Caribbean is easy and generally inexpensive. A perfect first run at overseas flying.
